Office



(No Model.) I u J. M. GRACE,

. GAR BRAKE. 110.293.1319. Patented Feb. 12, 1884.

. k, I w N m k v #49. l l in? lg INVENIOR %4'@ AT-TOBNEY' a f NITED Snares PATENT O C JOHN M.- GRAGE, OF CHICAGO, ILLINOIS, ASSIGNOR OE ONE-HALF TO FRANCIS R. MURPHY, OF SAME PLACE.

CAR-BRAKE,

SPECIFICATION forming part of Letters PatentNo. 293,319, dated February 12, 1884,

r Application filed Murcli,27,1883. (No model.)

To all whom it 77?,(ZZ/ concern.-

Be it known that I, JOHN M. GRACE, of Chicago, in the county of Cook and State of Illinois, haveinvented certain new and useful Improve ments in Oar-Brakes; and I do hereby declare motive, and it has for its object to produce a afterdescribedand specifically claimed.

In the accompanying drawings, Figure 1 represents a sectional side elev ation, and Fig. 2

a bottom view, of a car and the rear end of the tender; and Figs. 3 and 4: are detail views on an enlarged scale.

Corresponding letters in the several figures of thedrawings designate like parts.

A denotes the rear portion of the tender of a locomotive, below the floorbeams of which is secured a cylinder, B, that. is closed on both ends, and has centrally in its rear head a stuff ing-boX for piston-rod a to project through. The piston 12, that reciprocates in such cylinder, is securedto one end of rod a, and a head, 0, is formed tothe opposite end of such-rod. This cylinder is to communicate with the locomotive-boiler through a steam-pipe that is in con venient reach of the engineer on the platform of the locomotive, and is provided with a stopvalve. Live steam being admitted into the forward end of cylinder'B, the piston b will be pushed rearward.

C is a freightcar, of any usual construction,

below the floor and underneath the couplings d of which are arranged push-bars D D, having each a head, 6, and being guided in hangerbrackets j. The heads e of these push-bars,

thus projecting from under the car-body underneath the couplings, are on an elevation corresponding with the elevation ofrhead c of the piston-rod a.: The inward end of each push-bar D is pivotally connected with the end of a horizontal beam, E or E, the opposite ends of which beams are pivotally connected to each other by a bar or rod, F. Each beam E E is supported and guided in a mortise-plate, G, that is rigidly secured under the car-body. These plates G have longitudinal slots and the beams E E have each a trunnion, h, pro jecting at its middle from the top and bottom sides of the same into such slots 9 of plates G,

in a manner that such beams are held centrally in position, can vibrate in either direction, and have a limited longitudinal sliding movement in the mortise-plates G.

HH are the car-wheels, I I the brake-beams, and i the" brake-shoes. To brake-beam I is pivotally coupled the brake-lever J, in the usual manner, one end of which brake-lever J, by a rod, 0, is coupled with the brake-beam I, while its opposite end, by a chain, is coupled with push-bar D, and by a chain, 19, with the outward end of vibrating beam E.

A pin or stud, m, is rigidly secured underneath the car -body, one for each vibrating beamE E to shoulder against, which pin or stud m will form the fulcrum on which the beamE will be vibrated when forcing the pushbar D, that is connected therewith, toward the center of the car, so as proportionally to increase the swinging movement of that end of beam E that is coupled to bar F, and thus to make up for any lost motion in the operating parts. This pin, stud, or shoulder in may be made to form part of mortise-plates G.

When the engineer intends to stop the train,

ward, which again, being connected with beam] E of the opposite end of the car, willvibrate such beam to turn on its trunnions h in the end of slot 9 in mortise-plate G, and will push the bar D rearward, to be brought in contact and communicate the same movements to the next rear adjoining car, and so on from car to car. The push-bar D, thus being moved outward or rearward, will pull the chain 7', that will vibrate lever J and will draw the brake-shoes against the car-wheels, whereby the chain 19 will be slackened. hitched to the opposite end of the car, the pushbar Dis brought in contact with head 0 of piston-rod a, and for applying the brakes such bar D will be pushed to vibrate beam E, that will now shoulder against and swing on stud m, and the outward end of beam E, being connected with brake -lever J by chain 1), will draw the brake-shoes against the car-wheels, whereby chain will be slackened. In this manner, according to the direction the train is coupled to the locomotive, either chain j or 1) will vibrate the brake-lever and will apply the brakes. The brakes can thus be simultaneously and instantaneously operated throughout the train by the motion of the steam-piston, no matter to which end of a train of cars the locomotive is coupled, and whether such train is pulled forward or is being pushed backward by the locomotive.

The steam-cylinder B may as well be secured to the platform of the locomotive, and pushbars arranged underneath the tender that'will transmit the movement of the piston to the push-bars of the cars.

With this device the bar or rod F is only ex- When the locomotive is posed to a tensile strain, and therefore it can be made of common bar-iron.

The device herein described is simple in its construction and reliable in its operation. The arrangement of the brake-shoes in the cartrucks being of the usual construction, they need not to interfere with the ordinary operation of the brakes by hand.

hat I claim is- 1. In the car braking device herein described, and in combination with push -bars D D and connecting-barF, vibrating beams E E, having trunnions h, and mortise-plates G, having slots 5 and shoulder-studs at, all substantially as and for the purpose set forth.

2. The combination, with steam actuated piston b, of push-bars D D, vibrating beams E E, provided with trunnions h, connectingrod F, and mortise-plate G, provided with slot 9 and stud m, the parts arranged and op erating substantially as described and shown.

3. The vibrating beams E E, provided with trunnions h, and connected by bar F, in combination with brake-beams I I and mortise-v iplate Gr, said plate provided with slot 9 and stud m, and the beams E and I being suitably JOHN M. GRACE. IVitnesses:

LoUIs NOLTING, ADAM Gno. VVHrrn. 

